barnes



Model.)

]) L BAR 4 Sheets-Sheet 2.

CAR COUPLING.

1 M m b o a M 1% m H m H AW w M m o .t

4 Sheets8heet 3, D. L. BARNES.

GAR COUPLING.

(No Model.)

on -Z,inaf-f V Ina/ with r.- QMW ha/mo as virus in, movwma, vusnmcwu, m c.

4 She'ets-Shee't 4 D. L. BARNES. GAR COUPLING.

. I UN DAVID L. BARNES, OF CHICAGO, ILLINOIS, ASSIGNOR TO FRANK H. CLARK,

' OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 448,003, dated March 10, 1891.

Application filed November 10., 1890. Serial No. 370,985. (No model.)

, My invention relates to car-couplers, par- -10 ticularly that class of such devices known as vertical plane couplers, constructed according to master car-builders standard lines, and has for its object to provide a car-coupler of much lighter and at the same time stronger 5 construction than any similar one with which I am acquainted, to which endthe frame' thereof is constructed of a top and a bottom piece of pressed-sheetsteel, which are spaced apart by filler-blocks and secured together by 2 rivets. The benefits accruing from this arrangement, besides those of lightness and strength, are the insertion of the knuckle at its trunnions without cutting away any portion of the bearings, which has heretofore 2 been an element of weakness in this style of coupler, theinsertion of the tail-bolt of the draw-bar (after the coupler is put together) with great convenience, and the fact that the parts may be made in dies, securing at once o interchangeability and cheapness.

A further object in view in the construction which I adopt is to so arrange the parts that the coupler will work equally well on curves and on tangents, it having been an objection 3 5 to most forms of automatic couplers that they could not be operated without placing the cars in approximate alignment. By the use of the peculiar knuckle and locking-pin which I have devised,however, the coupler is locked when half closed, as when 011 a curve; but this locking only prevents its being opened and offers no obstruction to its full'closure. \Vhen' this takes place, as by'the oscillation of the train while running or by the application of the brakes or backing of the engine in shifting, it is at once looked fast. This result I accomplish by making the locking-pin with two wings, one engaging the knuckle andthe other (which is formed with a series of steps) dropping behind a projection, which secures it against forward motion, from which engagement it may be released by lifting it by means of the usual chain. These constructions, together with other incidental 1mprovements, are more fully set out in the annexed description and the drawings therein referred to and hereby made a part of this specification, which show the form in which I prefer to embody. my invention, while the elements of novelty are particularly designated in the claims.

In the drawings, Figure 1 is a plan; Fig. 2, a vertical section on the line 7c of Fig.1; Fig. 3, a vertical section on the line ff of Fig. 1; Fig. 4, a vertical section on the line 0 c of Fig. 1; Fig. 5, a vertical section on the line a a of Fig. 1; Fig. 0, a vertical section on the line b bof Fig. 1. Fig. 7 is a plan, Fig. 8 a front elevation, and Fig. 9 an end elevation, of the knuckle; and Figs. 10 and 11 are respectively afront elevation anda plan of my improved locking-pin.

Referring by letter to the accompanying drawings, A represents the top part of my improved draw-head, which is made of pressed sheet metal, as formerly described, in two parts A and B. (Shown best in Fig. 2.) These two parts are kept apart by their sides being turned over until they touch at C C, and are further re-enforced at the part C by the filler-block D, through which, and also through the lip H of the draw-bar stop I, as well asthe two parts of the draw-head, pass the rivets E E, securing all the parts firmly together.

At the rear end of the draw-bar a different construction is preferably used. Instead of a solid filler, as at D, a thick wrought U-strap G, of iron or steel, is employed, the rivet-s F F securing the strap to the draw-head parts. Through'the center of the strap is a hole registering with a space left in the ends of the two parts of the draw-head, through which passes the tail-bolt T of the draw-bar, which may be of any pattern, and (forming no part of my invention) is not shown. By this con v struction I am enabledto leave an opening K at the side of the draw-head, through which to insert the tail-bolt T. Under ordinary circumstances (as when madeof malleable cast ings or similar stuff) it would be inexpedient 10o to cut away so much of the head as is necessary to attain the object mentioned; but by fully from various sections shown on Sheet 3 of the drawings, taken in connection with Figs. 1 and 2. It is approximately a box open on the front only. The sidesare formed by a deep flange projecting from the parts A and B of the head. It ismanifest, however, that metal might be saved andweight reduced by reducing the depth of these flanges, as shown .by the dot-ted lines N N of Fig. 5. WVhere this-is not:done, or wherever the sides are brought together, as in Fig. 4, I provide .a tenon or dowel,- (shown at M,) which may be of any suitableshape. The object of this is to prevent the displacement of the sides of the box by buffing strains or oscillation of the train. As many of these tenons may be employed as the designer shall think fit. Anotherspacer or.filler is inserted and secured .bya rivet at D, Fig. 1 The draw-bar. stop I, Figs. 1, 2, and ,3, is .also :made of; pressed sheet-steel, .preferably in the form shown; butany other substantially similar form may be adopted, the essential features being thatit shall have an approximately vertical face R, either corrugated or flat, and an inclined corrugated face Q, serving .as a brace or .stay. The stop is secured to the ttopA of the draw-bar by the rivets E E'yZtSllQSCIlbGCl, and also by the rivets P P, passing through the lip 11, as shown in Figs. 1 and 2. The great advantage of the stop, as thus constructed, is the facility with which it may be replaced if accidentally destroyed or found to contain. a flaw. Heretoi'ore when this .hasheen the case the whole coupler had to be thrown away. Although the strength ofm-y device-will lessen the chance of this happening, it may still occur at times. It is manifest that the rivetsP P may be replaced by bolts, though this is not a desirable construction.

It isalso evident that my improved drawbarstop might beeasily applied to old couplers by anyone skilled in the art after cutting away the broken part.

:In the two parts of the coupler-heads are formed bearings S -S for the knuckle-trunnions. These. are shown fullyin Figs. 1, 2, and 4, and form the main bearing of the knuckle. Asanadditional securityagainst the giving way of the knuckle-trunnion, a pin T, Fig. 2, with, an upset head, is passed through .thehole in the, bearings and through the trunnions.

Theotherend is then upset or riveted by a hammer, unless itis thought best to use abolt and lock-nut.

The knuckle L used in this coupler is of peculiar form and is fullyillustrated in Figs. 7, 8, and 9. It is also shown in dotted lines in its place in Fig. 1 and partly in full and partly in dotted lines in Fig. 2, and consists of a main body and a wing with flanges.

S S represent the trunnions around which the knuckle revolves.

U U are the flanges which strengthen the wing U, engaging the locking-pin.

X is a portion cut away to save weight, and in the same manner the depressions X X (see Fig. 9) are introduced to save metal. Cores X X extend from the hole through which passes the pin T for the same purpose. These cores of course remove only the metal along and near the neutral axis, or that portion of the knuckle which isnot strained in buffing or pulling thetrain.

In Fig. 8 it will be observed that the metal of the topand bottom parts A and B of the draw-head (shown in dotted section) is depressed to fit snugly against the trunnions S S and the depressed part of the knuckle, serving to re-enforce these parts against the shocks incidental to making up and. stopping trains. These being parts which are often-broken, thus strengthening them prolongs the life of the coupler. 'It is of '"course necessary that this depression should not bind the parts, but forlnonly aworking fit.

In couplers .for use on heavy cars itis desirable to extend the bearing-surfaces of the knuckle, and this may be done by forming the bosses or projections'YtYsoas to preserve the full bearingdepth.

The locking-pin is shownin Figs. lO and' ll and is shown in operative position in Figs. 1 and 2. It consists of a central shank or pin 2, provided with two flanges c and f. The flangeorwing chas two ormore-steps-d and e formed on its under side, the useof which will be hereinafter pointed out. The pin is further provided with a ring'a for the insertion of a chain,.and a bearing 1), belowwhich projects a journalingportion h. The-flange U of the knuckle engages the pin between the face g of the wing c and the wing f, as best shown bydotted line. in Fig. 1, where the coupler is shownlocked. Its operation is as follows: Then it is desired torelease the coupler, the locking-pin Z is lifted up by the chain until the lowest-step (Z on :thewin g c is raisedabove the stop 2', formed on the lower part B of the draw-head, as seen in Fig. 2. The knuckle then rotates outward on :its bearings. The flan ge U engages the face 9 of the wingcand .rotates the locking-pin over the flange or stop 1', so that the pin can no longer drop behind it, and thus return toa locked position. .At the same time the-wing f is engaged by the rim U of the knuckle and -prevents the pin from rotating past the center. Lest the knuckleshouldopen so far that the wing f would pass behind its cornerand bind, a stop his Inadeon the knuckle ord-raw-head either in the form shown or in any other suitable manner. The operation of this coupler on a curve may be thus described. When the buffers come together,if the curve be a sharp one, the wingfof the locking-pin will be engaged and pushed back by the wing U of the knuckle, which is a cam eccentric toward the point Z. cis drawn in until the step d thereon drops behind the flange 2' in Fig. 2. The coupler is thus locked, though only partly closed. If the curvebe of greater radius, the pin would rotate until the step e engaged, in either event closing completely when the cars come together on a straight line. Vhile on such a line, should the coupling occur there, the full closure would occur at once, the knuckle being prevented from closing too far by the flange U striking the side of the head.

As in all couplers of this class, the usual slot and pin-hole T are provided for use with an ordinary link.

It is manifest that the upper and lower parts A and B of my coupler might be made at the same time in adie of sufficient size to embrace them both and one part be then bent over the other; but I consider this a mere modification of my invention and fully within its scope.

Other changes suggest themselves, as that the parts of the draw-head may be Welded together, a block or spacer substituted for the U-strap at the rear, &c., and all such changes I aim to embrace herein.

Having thus described my invention, what I claim, and wish to protect by Letters Iatent of the United States, is

1. In a car-coupler, a draw-head made of sheet metal in two parts and having flanges, as described, kept in relative position bysuitable tenons, substantially as described.

2. In a car-coupler, a draw-head made, as described, in two parts, secured together at the rear ends by a U-strap, block, or spacer, and riveted, substantially as described.

3. Ina car-coupler, a draw-head made, as described, in two parts, secured together at their rear ends by a U-strap and rivets, the strap having a hole registering with a cutaway portion of the two parts and adapted to receive the tail -bolt-, substantially as described.

at. In a car-coupler, a pressed-metal drawhead made in two parts secured together, whereof the lower part is provided with a lug or flange adapted to engage the locking-pin, substantially as described.

5. In a car-coupler, a pressed-meta1 drawhead wherein the metal of the head is depressed to form a working fit around a portion of the rear side of the knuckle, thus reenforcing it against shocks, substantially as described.

6. In a car-coupler, a detachable pressedmetal draw-bar stop adapted to be secured to the draw-bar, substantially as described.

7. In a car-coupler, a detachable pressedmetal draw-bar stop having a vertical stop- The pin being thus rotated, the Wing face and an inclined face serving as a brace, substantially as described.

8. In a car-coupler, a detachable pressedmetal draw-bar stop having a vertical stopface an-d'an inclined face serving as a brace, one or both of the faces being corrugated to obtain greater stiffness, substantially as described.

9. In a car-coupler, a detachable pressedmetal draw-bar stop having a vertical stopface, an inclined face serving as a brace, and lips or flanges H II, whereby the stop maybe secured to the d raw-bar, substantially as described.

lO. In a car-coupler, a detachable pressedmetal draw-bar stop having a vertical corrugated stop-face, an inclined corrugated face acting as a brace, and lips or flanges adapted to secure the top to the draw-bar, substantially as described.

11. In a car-coupler, a rotating knuckle having a wing U, provided with the flange U U and a cut-away portion X, substantially as described.

12. In a car-coupler, a rotating knuckle having trunnious formed integrally therewith, and a wing U, provided with flanges U and U and adapted to engage a suitable lockingpin by the shock of coupling, substantially as described.

13. In a car-coupler, a rotating knuckle having a wing or flange preventing the lockingpinfrom turning to a locked position while the knuckle stands open, substantially as described.

14:. In a car-coupler, a locking-pin consisting of a shank or round body Z, a Wing f, adapted to engage the knuckle, and a Wing 0, adapted to engage a projection on the drawhead, substantially as described.

15. In a vertical-plane car-coupler, a locking-pin consisting of a shank or round body Z, a wing f, adapted to engage the knuckle, and a Wing 0, provided with one or more steps at 6, adapted to engage a projection on the draw-head at different points in the rotation of the pin, substantially as described.

16. In a vertical-plane car-coupler, a locking-pin made as described and adapted to be rotated outward by the knuckle when lifted up to free the wing c from a projection on the draw-head, substantially as described.

17. In a vertical-plane car-coupler, a locking-pin made as described and adapted to be rotated by the closing of the knuckle'to such a point as will permit the wing cto drop behind a locking projection on the draw-head, substantially as described.

18. In a car-coupler, the combination of a draw-head made in two parts, as described, each part formed with a trunnion-bearing of unbroken circumference, and a knuckle having integrally-formed trunnious adapted to turn in such bearings,with a pinor bolt passed through the axis of the trunnious securing the parts together, substantially as described.

19. In a carcouplcr, the combination of a Dressed-metal draw-head made in two parts, as described, spaced apart by tiller-blocks and secured together by rivets having its rear end re-enforced with a U-strap, and a trunnionbearing of unbroken circumference formed in each part, with a knuckle adapted to reas described, having a bearing of unbroken circumference in each part, and a knuckle adapted to rotate in such bearings and to engage a locking-pin having two wings, one engaging the knuckle and the other a proper pro ection on the draw-head,substantially as described.

22. In a car-coupler, a pressed-metal drawhead made in two parts, as described, having a bearing of unbroken circumference in each part, and a knuckle, as described, to rotate in such bearings, in combination with a locking-pin having two wings, one adapted to be engaged by the knuckle while closing and the other formed in steps arranged ,to fall behind and engage with a projection on the drawhead, substantially as described.

25. In a car-coupler, a pressed-metal drawhead such as described, having a bearing of unbroken circumference in each part, and a knuckle arranged to rotate in such bearings between suitable stops limiting its play, in combination with a locking-pin having two wings, one adapted to be engaged by the knuckle while closing, and thus rotate the pin, and the other adapted to be engaged by the knuckle while opening after being lifted out of engagement with a stop on the drawhead, substantially as described.

2a In a car-coupler, a pressed-metal drawhead having bearings in each part and a knuckle arranged to rotate in each bearing having a wing U, provided with a flange U, adapted to strike the side of the head to limit the play in one direction, a flange U engaging the locking-pin, and a stop is, limiting its play in the other direction, in combination with a rotating locking-pin having a wing provided with steps successively engaging a projection on the draw-head by the rotation of the pin, substantially as described.

In witness whereof I have hereunto set my hand in the presence of two witnesses.

DAVID L. BARNES.

\Vitnesses:

HENRY G. MONROE, T. J. JOHNSTON. 

